Output gearing for a dual motor mixed-speed continuous power transmission

ABSTRACT

An electric powertrain includes a first electric motor that has an uninterrupted connection with a drive shaft of a vehicle. The electric powertrain further includes a second electric motor that has an interruptible connection with the drive shaft. In one form, this interruptible connection includes a clutch. The electric powertrain further includes a first gear train in the form of a first planetary gear and a second gear train in the form of a second planetary gear. The first gear train, second gear train, and clutch are arranged downstream from the first electric motor and second electric motor.

REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.17/815,419, filed Jul. 27, 2022, which is hereby incorporated byreference. U.S. patent application Ser. No. 17/815,419, filed Jul. 27,2022, is a continuation of International Patent Application NumberPCT/US2021/070650, filed Jun. 1, 2021, which are hereby incorporated byreference. U.S. patent application Ser. No. 17/815,419, filed Jul. 27,2022, is a divisional of U.S. patent application Ser. No. 15/929,993,filed Jun. 2, 2020, which are hereby incorporated by reference.

BACKGROUND

There has been a recent push to develop hybrid and fully electricconsumer passenger vehicles. This in turn has created an explosion inthe development of various electric motor designs. However, even withthese enhancements, current electric motors in consumer vehicles are notgenerally able to produce enough torque for large commercial vehicles.To reach these torque values would require larger and heavier electricmotors which would tend to increase energy consumption.

Thus, there is a need for improvement in this field.

SUMMARY

A powertrain system includes two or more electric motors that providepower to an output such as a driveshaft of a vehicle. One of theelectric motors (“A”), which will be referred to as the “first motor”for our purposes, is always connected to the output drive shaft in orderto continuously provide power for propelling the vehicle. In otherwords, the first electric motor (A) has an uninterrupted connection withthe output. The system further includes a second electric motor (“B”)that intermittently applies torque to the output shaft. In onevariation, this intermittent connection between the second electricmotor (B) and the output includes at least one clutch. The clutchengages and disengages the second electric motor (B) with the outputshaft.

In some cases, two speed or three speed gearing arrangements andplanetary gear arrangements are used. In one design option, all of thegearing and clutches are located downstream or near the output end ofthe system such that all of the gearing is positioned between the motorsand the output of the system. Among other things, this downstreamarrangement of the gearing and clutches reduces noise inside the cabinof the vehicle. Different clutch arrangements and approaches can be usedfor the system as well. For example, the second electric motor (B) canhave its own gearing for speed reduction. Likewise, the first electricmotor (A), such as when it is a high-speed electric motor, can includegearing such as a planetary gears to reduce the rotational speed of itsoutput. In another variation, a two-clutch arrangement can be used inwhich an actuator actuates one clutch that is used to connect the secondelectric motor (B) to the motor gearing of the second motor and aselectable one-way clutch (SOWC) can be used as well.

Aspect 1 generally concerns a system that includes a first electricmotor connected to an output and a second electric motor connected tothe output.

Aspect 2 generally concerns the system of any previous aspect in whichthe first electric motor has an uninterrupted connection to the outputand the second electric motor has an interruptible connection to theoutput.

Aspect 3 generally concerns the system of any previous aspect in whichthe second electric motor is configured to supply power to the outputvia at least two planetary gears and a clutch.

Aspect 4 generally concerns the system of any previous aspect in whichthe two planetary gears and the clutch are located downstream from thefirst electric motor and the second electric motor.

Aspect 5 generally concerns the system of any previous aspect in whichthe second electric motor is connected to the output via a two-speedgear train arrangement.

Aspect 6 generally concerns the system of any previous aspect in whichthe first electric motor and the second electric motor are connected tothe output via a three-speed gear train arrangement.

Aspect 7 generally concerns the system of any previous aspect in whichthe first gear train is connected to the output.

Aspect 8 generally concerns the system of any previous aspect in whichthe first gear train includes a first planetary gear.

Aspect 9 generally concerns the system of any previous aspect in whichthe second gear train connects the second electric motor to the output.

Aspect 10 generally concerns the system of any previous aspect in whichthe second gear train includes a second planetary gear.

Aspect 11 generally concerns the system of any previous aspect in whichthe second gear train includes a clutch configured to shift gears in thesecond gear train.

Aspect 12 generally concerns the system of any previous aspect in whichthe clutch includes a positive clutch.

Aspect 13 generally concerns the system of any previous aspect in whichthe positive clutch includes a dog clutch.

Aspect 14 generally concerns the system of any previous aspect in whichthe clutch includes a one-way clutch.

Aspect 15 generally concerns the system of any previous aspect in whichthe one-way clutch includes a Selectable One-Way Clutch (SOWC).

Aspect 16 generally concerns the system of any previous aspect in whichthe first gear train, the second gear train, and the clutch are alllocated between the second electric motor and the output.

Aspect 17 generally concerns the system of any previous aspect in whichthe clutch is located between the first gear train and the second geartrain.

Aspect 18 generally concerns the system of any previous aspect in whichthe clutch is located between the second electric motor and the secondgear train.

Aspect 19 generally concerns the system of any previous aspect in whichthe third gear train connects the first electric motor to the output.

Aspect 20 generally concerns the system of any previous aspect in whichthe third gear train includes a third planetary gear.

Aspect 21 generally concerns the system of any previous aspect in whichthe third planetary gear includes a sun gear, an inner planet gearengaged with the sun gear, and an outer planet gear engaged to the innerplanet gear.

Aspect 22 generally concerns the system of any previous aspect in whichthe third gear train includes a clutch configured to shift gears in thethird gear train.

Aspect 23 generally concerns the system of any previous aspect in whichthe at least one of the clutch of the second gear train and the clutchof the third gear train remain engaged to always provide anuninterrupted connection to the output.

Aspect 24 generally concerns the system of any previous aspect in whichthe third gear train is positioned upstream from the first electricmotor.

Aspect 25 generally concerns the system of any previous aspect in whichthe intermediate gear train connects the second gear train to the secondelectric motor.

Aspect 26 generally concerns the system of any previous aspect in whichthe interruptible connection includes a clutch and a single planetarygear.

Aspect 27 generally concerns a method of operating the system of anyprevious aspect.

Further forms, objects, features, aspects, benefits, advantages, andembodiments of the present invention will become apparent from adetailed description and drawings provided herewith.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagrammatic view of a vehicle.

FIG. 2 is a diagrammatic view of another example of an electricpowertrain that can be used in the vehicle of FIG. 1 .

FIG. 3 is a cross-sectional view of the electric powertrain shown inFIG. 2 .

FIG. 4 is a diagrammatic view of a further example of an electricpowertrain that can be used in the vehicle of FIG. 1 .

FIG. 5 is a diagrammatic view of still yet another example of anelectric powertrain that can be used in the vehicle of FIG. 1 .

FIG. 6 is a diagrammatic view of another example of an electricpowertrain that can be used in the vehicle of FIG. 1 .

FIG. 7 is a cross-sectional view of the electric powertrain shown inFIG. 6 .

FIG. 8 is a diagrammatic view of a further example of an electricpowertrain that can be used in the vehicle of FIG. 1 .

FIG. 9 is a diagrammatic view of still yet another example of anelectric powertrain that can be used in the vehicle of FIG. 1 .

DETAILED DESCRIPTION OF SELECTED EMBODIMENTS

For the purpose of promoting an understanding of the principles of theinvention, reference will now be made to the embodiments illustrated inthe drawings and specific language will be used to describe the same. Itwill nevertheless be understood that no limitation of the scope of theinvention is thereby intended. Any alterations and further modificationsin the described embodiments, and any further applications of theprinciples of the invention as described herein, are contemplated aswould normally occur to one skilled in the art to which the inventionrelates. One embodiment of the invention is shown in great detail,although it will be apparent to those skilled in the relevant art thatsome features that are not relevant to the present invention may not beshown for the sake of clarity.

The reference numerals in the following description have been organizedto aid the reader in quickly identifying the drawings where variouscomponents are first shown. In particular, the drawing in which anelement first appears is typically indicated by the left-most digit(s)in the corresponding reference number. For example, an elementidentified by a “100” series reference numeral will likely first appearin FIG. 1 , an element identified by a “200” series reference numeralwill likely first appear in FIG. 2 , and so on.

A vehicle 100 according to one example is illustrated in FIG. 1 . Asshown, the vehicle 100 includes at least one powertrain system 105, atleast one controller 110, and at least one Energy Storage System (“ESS”)115 configured to supply power to the powertrain system 105. Thepowertrain system 105, controller 110, and ESS 115 are operativelyconnected together so as to communicate with one another via at leastone Controller Area Network (“CAN”) 120. The controller 110 isconfigured to control the operation of one or more systems and/or othercomponents of the vehicle 100 such as the powertrain system 105 and ESS115. The powertrain system 105 has an output or drive shaft 125 thattransfers mechanical power from the powertrain system 105 to apropulsion system 130. In the illustrated example, the propulsion system130 includes one or more wheels 135, but the propulsion system 130 infurther examples can include other types of propulsion devices likecontinuous track systems. One or more power cables 140 transferelectrical power between the powertrain system 105 and the ESS 115.

The powertrain system 105 is designed to electrically propel the vehicle100 in an efficient manner. As will be explained in greater detailbelow, the powertrain system 105 is designed to power heavy-dutycommercial and/or military grade vehicles such as buses, garbage trucks,delivery trucks, fire trucks, and semi-trailers. The powertrain system105 is designed to electrically power vehicles 100 with a class grouprating of at least four (4) according to the US Department ofTransportation Federal Highway Administration (FHWA) classification ruleset. In one form, the powertrain system 105 is configured to move atleast 40,000 pound (18,144 Kg) passenger vehicles like buses. Thepowertrain system 105 has a unique, compact centerline design thatallows the powertrain system 105 to be easily retrofitted intopre-existing vehicle chassis designs and/or conventional drivetrainswith minimal changes to the other parts of the vehicle 100 like thebraking and suspension systems. This in turn allows existing internalcombustion type vehicles to be readily reconfigured as fully electricvehicles. Moreover, the centerline design of the powertrain system 105reduces gear loss and other power losses so as to make the vehicle 100more power efficient which in turn can improve driving range and/orreduce weight of other components such as the ESS 115.

FIG. 2 shows a diagram of another example of an electric powertrain 200that can be used in the powertrain system 105 of FIG. 1 . FIG. 3 shows across-sectional view of the electric powertrain 200. The electricpowertrain 200 shares a number of components and functions in commonwith the ones described before (see e.g., FIGS. 2 and 3 ). For the sakeof brevity as well as clarity, these common features will not bedescribed in great detail below, but please refer to the previousdiscussion.

As depicted, the electric powertrain 200 includes a multiple motorcontinuous power transmission 205. The transmission 205 of the electricpowertrain 200 includes a first electric motor 210 with a first inverter212 and a second electric motor 215 with a second inverter 217. Thefirst inverter 212 is electrically connected between the ESS 115 and thefirst electric motor 210, and the second inverter 217 is electricallyconnected between the ESS 115 and the second electric motor 215. Thefirst inverter 212 and second inverter 217 convert the direct current(DC) from the ESS 115 to alternating current (AC) in order to power thefirst electric motor 210 and second electric motor 215, respectively.The first electric motor 210 and second electric motor 215 can also actas generators such as during regenerative braking. In such a situation,the first inverter 212 and second inverter 217 act as rectifiers byconverting the AC electrical power from the first electric motor 210 andsecond electric motor 215, respectively, to DC power that is supplied tothe ESS 115. In the illustrated example, the first inverter 212 andsecond inverter 217 include combined inverter-rectifiers that at leastconvert DC to AC and AC to DC. In one example, the first electric motor210 and second electric motor 215 are the same type of electric motorsuch that both motors generally provide the same speed and torque outputwithin normal manufacturing tolerances. In other words, the firstelectric motor 210 and second electric motor 215 are interchangeablewith one another. The first electric motor 210 and second electric motor215 in one form are both high speed electric motors, and in anotherform, the first electric motor 210 and second electric motor 215 areboth low speed electric motors. In alternative variations, the firstelectric motor 210 and second electric motor 215 can be different suchthat one for example is a high speed motor and the other is a low speedmotor.

The first electric motor 210 and second electric motor 215 in one formare interchangeable with one another. In one specific example, the firstelectric motor 210 and second electric motor 215 are the same type ofhigh speed electric motor having rated speeds of at least 5,000revolutions per minute (rpm), and more particularly, the first electricmotor 210 and second electric motor 215 each has a rated speed of atleast 10,600 rpm, a rated peak power of at least 250 horsepower (hp), arated continuous power of at least 150 hp, a rated continuous torque ofat least 240 pound-feet (lb-ft), and a rated peak torque of at least 310lb-ft.

The transmission 205 of the electric powertrain 200 further includes afirst gear train 220 and a second gear train 225 both located at anoutput end of the first electric motor 210 and the second electric motor215. As can be seen, the first gear train 220 is located at the outputend of the entire transmission 205 that is proximal to the drive shaft125. The second gear train 225 is sandwiched or located between thesecond electric motor 215 and the first gear train 220. Thisconfiguration helps to dampen noise and vibrations created by the firstgear train 220 and second gear train 225. Typically, higher pitch line(or circle) velocities produce higher noise levels. Noise levels can belowered by enhancing gear mesh contact and selecting appropriatematerials as well as lubrication. The illustrated design moves the firstgear train 220 and second carrier 255 downstream so as to be closer tothe drive shaft 125. This in turn typically moves any resulting noiseaway from the passenger cabin of the vehicle 100.

In the illustrated example, the first gear train 220 is in the form of afirst planetary gear 230. The first planetary gear 230 includes a firstsun gear 231, one or more first planet gears 232 that engage the firstsun gear 231 in an orbital manner, and a first ring gear 233 thatsurrounds and engages the first planet gears 232. The second gear train225 in the depicted example is in the form of a second planetary gear235. The second planetary gear 235 includes a second sun gear 236, oneor more second planet gears 237 that engage the second sun gear 236 inan orbital manner, and a second ring gear 238 that surrounds and engagesthe second sun gear 236. The first electric motor 210 and secondelectric motor 215 respectively have a first output shaft 240 and asecond output shaft 245 for providing rotational mechanical power. Inthe illustrated example, the second output shaft 245 is hollow such thatthe first output shaft 240 is able to extend through the second outputshaft 245 in a concentric manner. The first planetary gear 230 has afirst carrier 250 that is connected to the drive shaft 125, and thesecond planetary gear 235 has a second carrier 255. The first planetgears 232 and second planet gears 237 are respectively mounted orconnected to the first carrier 250 and second carrier 255. In one form,the first sun gear 231 and second sun gear 236 are respectivelyintegrally formed with the first output shaft 240 and second outputshaft 245, respectively. In other examples, the first sun gear 231 andsecond sun gear 236 can be separate gears that are attached to the firstoutput shaft 240 and second output shaft 245.

As shown in FIGS. 2 and 5 , the electric powertrain 200 includes atleast one clutch 260 with a clutch actuator 262 that engages anddisengages the second electric motor 215 from the first electric motor210. Through the clutch 260, the transmission 205 of the electricpowertrain 200 is further able to shift gears such that the speed and/ortorque from second electric motor 215 can be changed. The first electricmotor 210 is permanently connected to the drive shaft 125 (i.e., thereis no clutch) such that the first electric motor 210 is able to providecontinuous power to the drive shaft 125 and propulsion system 130. Inother words, the first electric motor 210 has an uninterruptedconnection to the drive shaft 125, and the second electric motor 215 hasan interruptible connection to the drive shaft 125. This configurationof the electric powertrain 200 facilitates power shifting in which poweris always able to be provided to the wheels 135 even when shifting ofthe clutch 260 occurs. With power being continuously provided, anyshifting can be made generally imperceptible to the driver and/orpassengers.

In the illustrated example, the electric powertrain 200 includes asingle clutch 260, but the electric powertrain 200 in other examples caninclude more than one clutch. In one variation, the clutch 260 is a dogclutch 261, and in another, the clutch 260 is a Selectable One-WayClutch (SOWC). In further variations, the clutch 260 includes a wet disctype clutch or a dry disc type clutch. As should be appreciated,replacing the dog clutch with a SOWC, a wet disk type clutch, and/or adry disk type clutch requires the use of more than one clutch. Forexample, the dog clutch may be replaced by two wet or dry disk typeclutches. The first output shaft 240 for the first electric motor 210has a clutch engagement member 265 where the clutch 260 is able toselectively engage different range members on the second output shaft245 and the second carrier 255. The second carrier 255 of the secondplanetary gear 235 has a first range member 270 where the clutch 260engages when in a first range position. When in the first rangeposition, the clutch 260 connects the first range member 270 to theclutch engagement member 265 such that the speed (i.e., rpm) provided bythe second electric motor 215 is reduced through the second gear train225, and the torque provided by the second electric motor 215 to thefirst output shaft 240 is increased through the second planetary gear235. The second output shaft 245 of the second electric motor 215 has asecond range member 275 where the clutch 260 engages when in a secondrange position. When in the second range position, the clutch 260connects the second range member 275 to the clutch engagement member 265such that the speed and torque of the second electric motor 215 isdirectly provided to the first output shaft 240 of the first electricmotor 210. As compared to the first range position, the speed of thesecond electric motor 215 provided to the first output shaft 240 of thefirst electric motor 210 is faster, and the torque is less. The clutch260 can further be positioned at a neutral position where the secondelectric motor 215 is not mechanically coupled to the first electricmotor 210. In the neutral shift position, the first electric motor 210can provide the sole mechanical power to propel the vehicle 100.

By using more than one electric motor, the powertrain system 105 isconfigured to allow smaller, consumer automotive electric motors to beused to power larger, commercial-grade vehicles such as those with aFHWA class rating of four (4) or higher and/or those that are able tomove 20,000 pounds (18,144 Kg) or more. Typically, but not always,consumer-grade automotive electric motors are less expensive, lighter,and are capable of providing higher speeds as compared to the highertorque commercial-grade electric motors. Moreover, these consumer-grademotors tend to be more power dense and energy efficient such that thecoverage range of the vehicle 100 between charging of the ESS 115 can beenlarged.

The electric powertrain 200 operates in a similar fashion as describedbefore. Again, this multiple motor design also can use energy moreefficiently. The power, speed, and/or torque provided by the firstelectric motor 210 and the second electric motor 215 can be adjusted sothat the motors operate in a more efficient manner for differingoperational conditions. For example, the clutch 260 can change the gearratios of the second gear train 225 so as to adjust the output speedand/or torque provided by the second electric motor 215. The dog clutch261 can further be used to disconnect the second electric motor 215 fromthe first electric motor 210 such that the first electric motor 210provides all of the propulsive mechanical power to the drive shaft 125.At the same time, the second electric motor 215 can be shut down toconserve power and allow the first electric motor 210 to operate withinan efficient power band, or the speed of the second electric motor 215can be changed for shifting purposes. Having the first gear train 220reduce the output speed, the first electric motor 210 and secondelectric motor 215 can be high speed motors that are commonly developedfor passenger vehicles.

Once more, with the first electric motor 210 permanently connected tothe drive shaft 125 power can be always applied to the propulsion system130 such that any shifting of the second gear train 225 via the clutch260 can be imperceptible to the driver and/or passengers of the vehicle100. Given the first electric motor 210 continuously provides power tothe wheels 135, the powertrain system 105 can take the proper timeduring shifting so as to enhance efficiency and performance of thevehicle 100. The powertrain system 105 is able to provide more thanadequate time to deal with timing and synchronization issues between thefirst electric motor 210, second electric motor 215, second gear train225, and/or clutch 260.

With the first electric motor 210 and second electric motor 215 beingelectric motors, there is no need for hydraulic controls because theelectric powertrain 200 can be electronically controlled. The firstelectric motor 210 and second electric motor 215 again in one specificexample are the same type of high speed electric motor having ratedspeeds of at least 5,000 rpm, and more particularly, the first electricmotor 210 and second electric motor 215 each has a rated speed of atleast 10,600 rpm, a rated peak power of at least 250 hp, a ratedcontinuous power of at least 150 hp, a rated continuous torque of atleast 240 lb-ft, and a rated peak torque of at least 310 lb-ft. Thefirst planetary gear 230 of the first gear train 220 reduces the outputspeed from both the first electric motor 210 and second electric motor215 such that the maximum output speed at the drive shaft 125 is about3,500 rpm and the maximum output torque at the drive shaft 125 is about3,600 lb-ft in one example.

FIG. 4 shows an electric powertrain 400 that is a variation of theelectric powertrain 200 shown in FIG. 2 . As can be seen, the electricpowertrain 400 contains a number of the same components and isconstructed in a similar manner as the electric powertrain 200 shown inFIG. 2. For example, the electric powertrain 400 includes the secondgear train 225, second planetary gear 235, first output shaft 240,second output shaft 245, second carrier 255, clutch 260, and clutchactuator 262 of the type described above for the electric powertrain 200in FIG. 2 , and the electric powertrain 400 includes the first electricmotor 210 with the first inverter 212 and the second electric motor 215with the second inverter 217. Once more, the clutch 260 is a dog clutch261 to reduce power loss during shifting. For the sake of brevity andclarity, these common features will not be again discussed below, soplease refer to the previous discussion of these features. Unlike theelectric powertrain 200 in FIG. 2 , the electric powertrain 400 has atransmission 405 in which the first gear train 220 (i.e., firstplanetary gear 230) has been eliminated. In the illustrated example,both the first electric motor 210 and second electric motor 215 are lowspeed motors with a rated speed of less than 5,000 rpm. Thisconfiguration of the electric powertrain 400 is conducive in situationswhere the first electric motor 210 and second electric motor 215 areboth low speed motors such that the first gear train 220 is not requiredto reduce the speed of the output from the electric powertrain 400.

With the first electric motor 210 and second electric motor 215 beingelectric motors, there is no need for hydraulic controls because theelectric powertrain 400 can be electronically controlled. The firstelectric motor 210 and second electric motor 215 again in one specificexample are the same type of low speed electric motor having ratedspeeds of less than 5,000 rpm. In one form, the first electric motor 210and second electric motor 215 are interchangeable parts with the samepart or SKU number. More particularly, the first electric motor 210 andsecond electric motor 215 each has a rated speed of at most 2,500 rpm, arated peak power of at least 250 hp (600 Volts DC), a rated continuouspower of at least 133 hp (600 Volts DC), a rated continuous torque of atleast 320 lb-ft, and a rated peak torque of at least 735 lb-ft. Withoutthe first gear train 220, the output at the drive shaft 125 from theelectric powertrain 400 has a maximum output speed of about 3,500 rpmand a maximum output torque of about 3,200 lb-ft in one example.

The second gear train 225 and clutch 260 in the electric powertrain 400operate in a similar fashion as described before. The controller 110 viathe clutch actuator 262 shifts the dog clutch 261 between neutral, firstrange, and second range positions so that the second electric motor 215is able to provide different torques (or not) to the clutch engagementmember 265 that are combined with the torque from the first electricmotor 210 at the drive shaft 125. When the dog clutch 261 is in aneutral position, the second electric motor 215 does not supply power tothe drive shaft 125. In such a case, the first electric motor 210 cansupply all of the power to the drive shaft 125. Once more, the firstelectric motor 210 can also act as a generator during regenerativebraking so as to recharge the ESS 115. The dog clutch 261 engages thefirst range member 270 to place the clutch 260 in the first rangeposition where the second electric motor 215 is able to provide highertorques to the drive shaft 125. The dog clutch 261 shifts to the secondrange position by engaging the second range member 275. At the secondrange position, the second electric motor 215 provides a torque that islower than when at the first range position, but the speed is higher.Once more, both the first electric motor 210 and second electric motor215 are low speed motors such that the first gear train 220 is notrequired to reduce the speed of the output from the electric powertrain400.

FIG. 5 shows an electric powertrain 500 that is a variation of theelectric powertrain 200 and the electric powertrain 500 shown in FIGS. 2and 4 , respectively. As can be seen, the electric powertrain 500contains a number of the same components and is constructed in a similarmanner as the electric powertrain 200 shown in FIG. 2 . For example, theelectric powertrain 500 includes the second gear train 225, secondplanetary gear 235, first output shaft 240, second carrier 255, clutch260, and clutch actuator 262 of the type described above for theelectric powertrain 200 in FIG. 2 , and the electric powertrain 500includes the first electric motor 210 with the first inverter 212 andthe second electric motor 215 with the second inverter 217. The secondgear train 225 in the illustrated example includes the second planetarygear 235. Like before, the second planetary gear 235 has the second sungear 236, second planet gears 237, and second ring gear 238. Once more,the clutch 260 is a positive clutch, like the dog clutch 261, to reducepower loss during shifting. For the sake of brevity and clarity, thesecommon features will not be again discussed below, so please refer tothe previous discussion of these features. Unlike the electricpowertrain 200 in FIG. 2 , the electric powertrain 500 has atransmission 405 in which the first gear train 220 (i.e., firstplanetary gear 230) has been eliminated. In the illustrated example, thefirst electric motor 210 is a low speed motor with a rated speed of lessthan 5,000 rpm, and the second electric motor 215 is a high speed motorwith a rated speed greater than 5,000 rpm.

With the first electric motor 210 and second electric motor 215 beingelectric motors, there is no need for hydraulic controls because theelectric powertrain 500 can be electronically controlled. The firstelectric motor 210 and second electric motor 215 again in one specificexample are the same type of low speed electric motor having ratedspeeds of less than 5,000 rpm. In one form, the first electric motor 210and second electric motor 215 are interchangeable parts with the samepart or SKU number. More particularly, the first electric motor 210 andsecond electric motor 215 each has a rated speed of at least 10,600 rpm,a rated peak power of at least 250 hp (600 Volts DC), a rated continuouspower of at least 150 hp (600 Volts DC), a rated continuous torque of atleast 240 lb-ft, and a rated peak torque of at least 310 lb-ft. Thefirst electric motor 210 and second electric motor 215 in other examplescan be different types of motors. For instance, the first electric motor210 is a low speed motor and the second electric motor 215 is a highspeed motor in another variation.

As illustrated, the transmission 505 includes a second output shaft 510that is connected to the second electric motor 215 and an intermediateoutput shaft 515 that is connected to the second gear train 225. In oneform, the second sun gear 236 of the second planetary gear 235 isintegrally formed with the intermediate output shaft 515, and in otherforms, the second sun gear 236 is a separate component. Connectedbetween the second output shaft 510 and intermediate output shaft 515,the transmission 505 has an intermediate gear train 520. In theillustrated example, the intermediate gear train 520 includes anintermediate planetary gear 525. The intermediate planetary gear 525includes an intermediate sun gear 530, one or more intermediate planetgear 535 that engage the intermediate sun gear 530 in an orbital manner,and an intermediate ring gear 540 that surrounds and engages theintermediate planet gear 535. The intermediate ring gear 540 is securedto the housing 239. The intermediate gear train 520 includes anintermediate carrier 545 on which the intermediate planet gear 535 isrotationally mounted. The intermediate planetary gear 525 connects theintermediate planetary gear 525 to the intermediate output shaft 515. Inone form, the intermediate sun gear 530 is integrally formed on thesecond output shaft 510, and in other forms, the intermediate sun gear530 is a separate component connected to the second output shaft 510. Inthe illustrated example, the second output shaft 510 and intermediateoutput shaft 515 are hollow such that the first output shaft 240 is ableto extend through the second output shaft 510 and intermediate outputshaft 515 in a concentric manner. The intermediate planetary gear 525 isconfigured to reduce the speed and increase the torque output from thesecond electric motor 215 supplied to the second gear train 225.

The second gear train 225 and clutch 260 in the electric powertrain 500operate in a similar fashion as described before. The controller 110 viathe clutch actuator 262 shifts the dog clutch 261 between neutral, firstrange, and second range positions so that the second electric motor 215is able to provide different torques (or not) to the clutch engagementmember 265 that are combined with the torque from the first electricmotor 210 at the drive shaft 125. When the dog clutch 261 is in aneutral position, the second electric motor 215 does not supply power tothe drive shaft 125. In such a case, the first electric motor 210 cansupply all of the power to the drive shaft 125. Once more, the firstelectric motor 210 can also act as a generator during regenerativebraking so as to recharge the ESS 115. The dog clutch 261 engages thefirst range member 270 to place the clutch 260 in the first rangeposition where the second electric motor 215 is able to provide highertorques to the drive shaft 125. The dog clutch 261 shifts to the secondrange position by engaging the second range member 275. At the secondrange position, the second electric motor 215 provides a torque that islower than when at the first range position, but the speed is higher.

FIG. 6 shows a diagram of another example of an electric powertrain 600that can be used in the powertrain system 105 of FIG. 1 , and FIG. 7shows a cross-sectional view of the electric powertrain 600. FIG. 6shows an electric powertrain 600 that is another variation of theelectric powertrain 200 shown in FIG. 2 . The electric powertrain 600contains a number of the same components and is constructed in a similarmanner as the electric powertrain 200 shown in FIG. 2 . For example, theelectric powertrain 600 includes the first gear train 220, secondplanetary gear 235, first output shaft 240, second carrier 255, clutch260, and clutch actuator 262 of the type described above for theelectric powertrain 200 in FIG. 2 , and the electric powertrain 600includes the first electric motor 210 with the first inverter 212 andthe second electric motor 215 with the second inverter 217. The firstgear train 220 in the illustrated example includes the first planetarygear 230. Like before, the first planetary gear 230 has the first sungear 231, first planet gears 232, and first ring gear 233. Once more,the clutch 260 is a positive clutch, like the dog clutch 261, to reducepower loss during shifting. For the sake of brevity and clarity, thesecommon features will not be again discussed below, so please refer tothe previous discussion of these features.

With the first electric motor 210 and second electric motor 215 beingelectric motors, there is no need for hydraulic controls because theelectric powertrain 600 can be electronically controlled. The firstinverter 212 is electrically connected between the ESS 115 and the firstelectric motor 210, and the second inverter 217 is electricallyconnected between the ESS 115 and the second electric motor 215. Thefirst inverter 212 and second inverter 217 convert the direct current(DC) from the ESS 115 to alternating current (AC) in order to power thefirst electric motor 210 and second electric motor 215, respectively.The first electric motor 210 and second electric motor 215 can also actas generators such as during regenerative braking. In such a situation,the first inverter 212 and second inverter 217 convert the AC electricalpower from the first electric motor 210 and second electric motor 215,respectively, to DC power that is supplied to the ESS 115. In oneexample, the first electric motor 210 and second electric motor 215 arethe same type of electric motor such that both motors generally providethe same speed and torque output within normal manufacturing tolerances.The first electric motor 210 and second electric motor 215 in one formare both high speed electric motors, and in another form, the firstelectric motor 210 and second electric motor 215 are both low speedelectric motors. In alternative variations, the first electric motor 210and second electric motor 215 can be different such that one for exampleis a high speed motor and the other is a low speed motor.

As can be seen, the electric powertrain 600 in FIG. 6 has a second geartrain 625 that is configured differently from the second gear train 225of FIG. 2 . The second gear train 625 is sandwiched or located betweenthe second electric motor 215 and the first gear train 220. Thisconfiguration helps to dampen noise created by the second gear train625. In the illustrated example, the second gear train 625 includes asecond planetary gear 635. The second planetary gear 635 includes asecond sun gear 636, one or more second planet gears 637 that engage thesecond sun gear 636 in an orbital manner, and a second ring gear 638that surrounds and engages the second planet gears 637. The firstelectric motor 210 and second electric motor 215 respectively have thefirst output shaft 240 and a second output shaft 645 for providingrotational mechanical power. In the illustrated example, the secondoutput shaft 645 is hollow such that the first output shaft 240 is ableto extend through the second output shaft 645 in a concentric manner.The second planetary gear 635 has a second carrier 655 that is coupledto the first gear train 220, and the second ring gear 638 generallysurrounds the second carrier 655.

As shown in FIGS. 6 and 7 , the electric powertrain 600 includes atleast one Selectable One-Way Clutch (“SOWC”) 660 with a clutch actuator662 that engages and disengages the SOWC 660 with the second ring gear638. Through the SOWC 660, the transmission 605 of the electricpowertrain 600 is able to shift gears such that the speed and/or torquefrom second electric motor 215 can be changed. The second gear train 625further includes a clutch 665 with a clutch actuator 670 that actuatesthe clutch 665. In one example, the clutch 665 includes a dog clutch675, and in one particular version, the dog clutch 675 is a two-positiondog clutch. The second carrier 655 has a clutch engagement member 680,and the second output shaft 645 has a range member 685. When actuated bythe clutch actuator 670, the clutch 665 is able to operatively connectthe range member 685 to the clutch engagement member 680 such thattorque from the second output shaft 645 is transferred to the secondcarrier 655. The torque from the second carrier 655 is in turntransferred to the drive shaft 125 via the first planetary gear 230.Different gear ranges from the second electric motor 215 can be achievedby engaging and disengaging the SOWC 660 and dog clutch 675 in variouscombinations. In further variations, the clutch 665 includes a wet disctype clutch or a dry disc type clutch.

The first electric motor 210 is permanently connected to the drive shaft125 (i.e., there is no clutch) such that the first electric motor 210 isable to provide continuous power to the drive shaft 125 and propulsionsystem 130. In other words, the first electric motor 210 has anuninterrupted connection to the drive shaft 125, and the second electricmotor 215 is connected to the drive shaft 125 via the SOWC 660 or clutch665. This configuration of the electric powertrain 600 facilitates powershifting in which power is always able to be provided to the drive shaft125 even when shifting of the SOWC 660 occurs. With power beingcontinuously provided, any shifting can be made generally imperceptibleto the driver and/or passengers.

By using more than one electric motor, the powertrain system 105 isconfigured to allow smaller, consumer automotive electric motors to beused to power larger, commercial-grade vehicles such as those with aFHWA class rating of four (4) or higher and/or those that are able tomove 40,000 pounds (18,144 Kg) or more. Typically, but not always,consumer-grade automotive electric motors are less expensive, lighter,and are capable of providing higher speeds as compared to the highertorque commercial-grade electric motors. Moreover, these consumer-grademotors tend to be more power dense and energy efficient such that thecoverage range of the vehicle 100 between charging of the ESS 115 can beenlarged.

Again, this multiple motor design also can use energy more efficiently.The power, speed, and/or torque provide by the first electric motor 210and the second electric motor 215 can be adjusted so that the motorsoperate in a more efficient manner for differing operational conditions.For example, the SOWC 660 and/or clutch 665 can change the gear ratiosof the second gear train 625 so as to adjust the output speed and/ortorque provided by the second electric motor 215. The SOWC 660 canfurther be used to disconnect the second electric motor 215 from thefirst electric motor 210 such that the first electric motor 210 providesall of the propulsive mechanical power to the drive shaft 125. At thesame time, the second electric motor 215 can be shut down to conservepower and allow the first electric motor 210 to operate within anefficient power band, or the speed of the second electric motor 215 canbe changed for shifting purposes. Once more, with the first electricmotor 210 permanently connected to the drive shaft 125 power can bealways applied to the propulsion system 130 such that any shifting ofthe second gear train 625 via the SOWC 660 and clutch 665 can beimperceptible to the driver and/or passengers of the vehicle 100. Giventhe first electric motor 210 continuously provides power to the driveshaft 125, the powertrain system 105 can take the proper time duringshifting so as to enhance efficiency and performance of the vehicle 100.The powertrain system 105 is able to provide more than adequate time todeal with timing and synchronization issues between the first electricmotor 210, second electric motor 215, second gear train 625, SOWC 660,and/or dog clutch 675.

FIG. 8 shows an electric powertrain 800 that is a variation of theelectric powertrain 600 shown in FIGS. 6 and 7 . As can be seen, theelectric powertrain 800 contains a number of the same components and isconstructed in a similar manner as the electric powertrain 200 shown inFIG. 2 . For example, the electric powertrain 800 includes the firstoutput shaft 240, second gear train 625, second planetary gear 635,second output shaft 645, second carrier 655, SOWC 660, clutch actuator662, clutch 665, clutch actuator 670, dog clutch 675, clutch engagementmember 680, and range member 685 of the type described above for theelectric powertrain 600 in FIG. 6 , and the electric powertrain 800includes the first electric motor 210 with the first inverter 212 andthe second electric motor 215 with the second inverter 217. Once more,the second planetary gear 635 of the second gear train 625 includes thesecond sun gear 636, second planet gears 637, and second ring gear 638.For the sake of brevity and clarity, these common features will not beagain discussed below, so please refer to the previous discussion ofthese features. Unlike the electric powertrain 600 in FIG. 6 , theelectric powertrain 800 has a transmission 805 in which the first geartrain 220 (i.e., first planetary gear 230) has been eliminated. In theillustrated example, both the first electric motor 210 and secondelectric motor 215 are low speed motors with a rated speed of less than5,000 rpm. This configuration of the electric powertrain 800 isconducive in situations where the first electric motor 210 and secondelectric motor 215 are both low speed motors such that the first geartrain 220 is not required to reduce the speed of the output from theelectric powertrain 800.

With the first electric motor 210 and second electric motor 215 beingelectric motors, there is no need for hydraulic controls because theelectric powertrain 800 can be electronically controlled. The firstelectric motor 210 and second electric motor 215 again in one specificexample are the same type of low speed electric motor having ratedspeeds of less than 5,000 rpm. In one form, the first electric motor 210and second electric motor 215 are interchangeable parts with the samepart or SKU number. More particularly, the first electric motor 210 andsecond electric motor 215 each has a rated speed of at most 2,500 rpm, arated peak power of at least 250 hp (600 Volts DC), a rated continuouspower of at least 133 hp (600 Volts DC), a rated continuous torque of atleast 320 lb-ft, and a rated peak torque of at least 735 lb-ft. Withoutthe first gear train 220, the output at the drive shaft 125 from theelectric powertrain 800 has a maximum output speed of about 3,500 rpmand a maximum output torque of about 3,200 lb-ft in one example.

The second gear train 225, SOWC 660, and clutch 665 in the electricpowertrain 800 operate in a similar fashion as described before. Thepower, speed, and/or torque provide by the first electric motor 210 andthe second electric motor 215 can be adjusted so that the motors operatein a more efficient manner for differing operational conditions. Forexample, the SOWC 660 and/or clutch 665 can change the gear ratios ofthe second gear train 625 so as to adjust the output speed and/or torqueprovided by the second electric motor 215. The SOWC 660 can further beused to disconnect the second electric motor 215 from the first electricmotor 210 such that the first electric motor 210 provides all of thepropulsive mechanical power to the drive shaft 125. At the same time,the second electric motor 215 can be shut down to conserve power andallow the first electric motor 210 to operate within an efficient powerband, or the speed of the second electric motor 215 can be changed forshifting purposes. Once more, with the first electric motor 210permanently connected to the drive shaft 125 power can be always appliedto the propulsion system 130 such that any shifting of the second geartrain 625 via the SOWC 660 and clutch 665 can be imperceptible to thedriver and/or passengers of the vehicle 100. Given the first electricmotor 210 continuously provides power to the drive shaft 125, thepowertrain system 105 can take the proper time during shifting so as toenhance efficiency and performance of the vehicle 100. The powertrainsystem 105 is able to provide more than adequate time to deal withtiming and synchronization issues between the first electric motor 210,second electric motor 215, second gear train 625, SOWC 660, and/or dogclutch 675.

FIG. 9 shows a diagram of another example of an electric powertrain 900with a multiple motor continuous power transmission 905 that can be usedin the powertrain system 105 of FIG. 1 . The electric powertrain 900shares a number of components and functions in common with the onesdescribed before (see e.g., FIGS. 2 and 3 ). For the sake of brevity aswell as clarity, these common features will not be described in greatdetail below, but please refer to the previous discussion.

The front end of the transmission 905 is generally constructed in asimilar fashion as the transmission 205 in FIGS. 2 and 3 , but thetransmission 905 in FIG. 9 further includes an add-on module 907configured to provide additional shifting ranges. For example, thetransmission 905 in FIG. 9 includes the first electric motor 210 withthe first inverter 212 and the second electric motor 215 with the secondinverter 217. The first inverter 212 is electrically connected betweenthe ESS 115 and the first electric motor 210, and the second inverter217 is electrically connected between the ESS 115 and the secondelectric motor 215. The first inverter 212 and second inverter 217convert the direct current (DC) from the ESS 115 to alternating current(AC) in order to power the first electric motor 210 and second electricmotor 215, respectively. The first electric motor 210 and secondelectric motor 215 can also act as generators such as duringregenerative braking. In such a situation, the first inverter 212 andsecond inverter 217 convert the AC electrical power from the firstelectric motor 210 and second electric motor 215, respectively, to DCpower that is supplied to the ESS 115. In one example, the firstelectric motor 210 and second electric motor 215 are the same type ofelectric motor such that both motors generally provide the same speedand torque output within normal manufacturing tolerances. The firstelectric motor 210 and second electric motor 215 in one form are bothhigh speed electric motors, and in another form, the first electricmotor 210 and second electric motor 215 are both low speed electricmotors. In alternative variations, the first electric motor 210 andsecond electric motor 215 can be different such that one for example isa high speed motor and the other is a low speed motor.

Like before, the transmission 905 has the first gear train 220 and thesecond gear train 225 both located at an output end of the firstelectric motor 210 and the second electric motor 215. The first geartrain 220 is located at the output end of the entire transmission 205that is proximal to the drive shaft 125. The second gear train 225 issandwiched or located between the second electric motor 215 and thefirst gear train 220. This configuration helps to dampen noise createdby the second gear train 225. Higher pitch line (or circle) velocitiesproduce higher noise levels. Noise levels can be lowered by enhancinggear mesh contact and selecting appropriate materials as well aslubrication. The illustrated design moves the first gear train 220 andsecond carrier 255 downstream so as to be closer to the drive shaft 125.This in turn typically moves any resulting noise away from the passengercabin of the vehicle 100.

In the illustrated example, the first gear train 220 is in the form ofthe first planetary gear 230. The first planetary gear 230 includes thefirst sun gear 231, one or more first planet gears 232 that engage thefirst sun gear 231 in an orbital manner, and the first ring gear 233that surrounds and engages the first planet gears 232. The second geartrain 225 in the depicted example is in the form of the second planetarygear 235. The second planetary gear 235 includes the second sun gear236, one or more second planet gears 237 that engage the first sun gear231 in an orbital manner, and the first ring gear 233 that surrounds andengages the first planet gears 232. The first electric motor 210 andsecond electric motor 215 respectively have the first output shaft 240and the second output shaft 245 for providing rotational mechanicalpower. In the illustrated example, the second output shaft 245 is hollowsuch that the first output shaft 240 is able to extend through thesecond output shaft 245 in a concentric manner. The first planetary gear230 again has the first carrier 250 that is connected to the drive shaft125, and the second planetary gear 235 has the second carrier 255. Thefirst planet gears 232 and second planet gears 237 are respectivelymounted or connected to the first carrier 250 and second carrier 255. Inone form, the first sun gear 231 and second sun gear 236 arerespectively integrally formed with the first output shaft 240 andsecond output shaft 245, respectively. In other examples, the first sungear 231 and second sun gear 236 can be separate gears that are attachedto the first output shaft 240 and second output shaft 245.

As shown in FIG. 9 , the transmission 905 includes at least one clutch260 in the form of the dog clutch 261. Like in the earlier examples, thedog clutch 261 has the clutch actuator 262 that engages and disengagesthe second electric motor 215 from the first electric motor 210. Throughthe clutch 260, the transmission 205 of the electric powertrain 200 isfurther able to shift gears such that the speed and/or torque fromsecond electric motor 215 can be changed. In the illustrated example,the transmission 905 includes a single clutch 260, but the transmission905 in other examples can include more than one clutch. The first outputshaft 240 for the first electric motor 210 has the clutch engagementmember 265 where the clutch 260 is able to engage the first output shaft240. The second carrier 255 of the second planetary gear 235 has thefirst range member 270 where the clutch 260 engages when in a firstrange position. When in the first range position, the clutch 260connects the first range member 270 to the clutch engagement member 265such that the speed (i.e., rpm) provided by the second electric motor215 is reduced through the second gear train 225, and the torqueprovided by the second electric motor 215 to the first gear train 220 isincreased through the second planetary gear 235. The second output shaft245 of the second electric motor 215 has the second range member 275where the clutch 260 engages when in a second range position. When inthe second range position, the clutch 260 connects the second rangemember 275 to the clutch engagement member 265 such that the speed andtorque of the second electric motor 215 is directly provided to thefirst gear train 220. As compared to the first range position, the speedof the second electric motor 215 provided to the first output shaft 240of the first electric motor 210 is faster, and the torque is less. Theclutch 260 can further be positioned at a neutral position where thesecond electric motor 215 is not mechanically coupled to the drive shaft125. In the neutral shift position, the first electric motor 210 canprovide the sole mechanical power to propel the vehicle 100, if desired.

As noted before, the module 907 in FIG. 9 is configured to readilyconvert the transmission 205 of FIG. 2 from a two-speed to a three-speedtype design. As shown, the module 907 includes a third gear train 910that is located upstream from the first electric motor 210, that is, ona side of the transmission 905 opposite the first gear train 220 andsecond gear train 225. The transmission 905 has a first output shaft 915and a first connector shaft 920. The first connector shaft 920 connectsthe first electric motor 210 to the third gear train 910, and the firstoutput shaft 915 extends in a longitudinal direction inside thetransmission 905 to connect the third gear train 910 to the first geartrain 220 and second gear train 225. The second output shaft 245 andfirst connector shaft 920 are hollow such that the first output shaft915 is able to extend through the second output shaft 245 and firstconnector shaft 920 in a concentric manner. Through the third gear train910 and first output shaft 915, the first electric motor 210 is able toprovide power to the drive shaft 125.

The third gear train 910 in the illustrated example includes a thirdplanetary gear 922. As shown, the transmission 905 further includes asecond clutch 925 that selectively engages and disengages with the thirdplanetary gear 922 through a second clutch actuator 927. In theillustrated form, the second clutch 925 is a dog clutch. The secondclutch actuator 927 is operatively coupled or connected to thecontroller 110 through the CAN 120 such that the controller 110 is ableto control the operation of the second clutch 925. The third planetarygear 922 in the depicted example has a third sun gear 928, one or moreinner planet gears 930 that engage the third sun gear 928, one or moreouter planet gears 935 that engage the inner planet gears 930, and athird ring gear 938 that surrounds and engages with the outer planetgears 935. The third sun gear 928, inner planet gears 930, outer planetgears 935, and third ring gear 938 in the third planetary gear 922 aregenerally arranged in a concentric manner. The inner planet gears 930and outer planet gears 935 are each rotationally mounted to a thirdcarrier 940 that is fixed to the housing 239. Relative to the housing239, the inner planet gears 930 and outer planet gears 935 arestationary, and the third sun gear 928 and third ring gear 938 rotate ormove in relation to the housing 239. With this gearing arrangement, thethird planetary gear 922 of the third gear train 910 is able to increasethe torque supplied by the first electric motor 210 and reduce theoutput speed of the first electric motor 210.

As shown in FIG. 9 , the first output shaft 915 at the third gear train910 has a second clutch engagement member 945 that engages the secondclutch 925. The third ring gear 938 of the third planetary gear 922 hasa first-second range member 950 that is engageable by the second clutch925. The first connector shaft 920 has a third range member 955 that islikewise engageable by the second clutch 925. The controller 110 via thesecond clutch actuator 927 is able to change the torque and speed fromthe first electric motor 210 supplied to the drive shaft 125 by shiftingthe second clutch 925 to alternatively engage the first-second rangemember 950 or third range member 955. In one variation, the first geartrain 220 has a gear ratio of about 3.00, the second gear train 225 hasa gear ratio of about 3.50, and the third gear train 910 has a gearratio of about 2.50. It should be recognized that these gear trains inother variations can have different ratios.

One technique for operating the transmission 905 will now be describedwith reference to FIG. 9 . Once more, the transmission 905 has a threespeed design. With this technique, at least one of the motors is alwayssupplying power to the drive shaft 125 such that no power interruptoccurs such as during shifting. Having this uninterrupted power, anyshifting will occur smoothly such that a driver and/or passenger of thevehicle 100 will generally not feel any significant power loss orjerking motion.

In the first range, both the first electric motor 210 and secondelectric motor 215 supply mechanical power to the drive shaft 125. Thecontroller 110 via the second clutch actuator 927 positions the secondclutch 925 so that the second clutch 925 mechanically connects thefirst-second range member 950 of the third planetary gear 922 to thesecond clutch engagement member 945. At this first range position, thethird planetary gear 922 of the third gear train 910 is able to increasethe torque supplied by the first electric motor 210 to the first geartrain 220 and reduce the output speed of the first electric motor 210.At the same time in the first range position, the controller 110 via theclutch actuator 262 positions the clutch 260 so that the clutch 260connects the first range member 270 to the clutch engagement member 265.When in this first range position, the second electric motor 215 throughthe second planet gears 237 of the second gear train 225 supplies highertorque at a lower speed to the first gear train 220. The output fromboth the first electric motor 210 and second electric motor 215 isdirected through the first planetary gear 230 so as to increase thetorque and reduce the speed supplied to the drive shaft 125. This allowshigher speed electric motors, such as those designed for passengervehicles, to be used in heavy duty vehicles. Typically, but not always,the first range position is used when the vehicle 100 is travelling atlow speeds and/or under high torque requirement conditions.

From the first range position, the transmission 905 is able to shift toa second range position. During this first shifting position (i.e., fromthe first range position to the second range position), the firstelectric motor 210 supplies all of the mechanical power to the driveshaft 125 so that the transmission 905 maintains an uninterrupted powerconnection. With this uninterrupted connection, the shifting will occursmoothly such that a driver and/or passenger of the vehicle 100 willgenerally not feel any significant power loss or jerking motion. When inthis first shifting position, power supplied by the first electric motor210 is increased to compensate for the power loss of the second electricmotor 215. The second clutch actuator 927 maintains the engagement ofthe second clutch 925 between the second clutch engagement member 945and third range member 955. The clutch actuator 262 moves the clutch 260to a neutral position where the clutch 260 is disengaged from both thefirst range member 270 and second range member 275. With the clutch 260in this neutral position at the first shifting position, no mechanicalpower from the second electric motor 215 is transferred to the driveshaft 125 of the vehicle 100 such that the first electric motor 210supplies all of the power to the drive shaft 125.

To shift to the second range position, the controller 110 via the clutchactuator 262 moves the clutch 260 to a position where the clutch 260mechanically connects the second range member 275 to the clutchengagement member 265 such that the second electric motor 215 againsupplies power to the drive shaft 125. As compared to the first rangeposition, the output from the second electric motor 215 has a generallyhigher speed and lower torque because the power from the second electricmotor 215 does not pass through the second planet gears 237. At the sametime, the second clutch actuator 927 maintains the engagement of thesecond clutch 925 between the second clutch engagement member 945 andthird range member 955 at the second range position. The power suppliedby the first electric motor 210 can be reduced once the second electricmotor 215 is engaged in the second range position. At the second rangeposition, both the first electric motor 210 and second electric motor215 supply power to the drive shaft 125 via the first gear train 220.

From the second range position, the transmission 905 is able to shift toa third range position. During this second shifting position (i.e., fromthe second range position to the third range position), the secondelectric motor 215 supplies all of the mechanical power to the driveshaft 125 so that the transmission 905 maintains an uninterrupted powerconnection. With this uninterrupted connection, the shifting will occursmoothly such that a driver and/or passenger of the vehicle 100 willgenerally not feel any significant power loss or jerking motion. When inthis second shifting position, power supplied by the second electricmotor 215 is increased to compensate for the power loss of the firstelectric motor 210. The clutch actuator 262 maintains the engagement ofthe clutch 260 between the clutch engagement member 265 and second rangemember 275. At the same time, the second clutch actuator 927 moves thesecond clutch 925 to a neutral position where the second clutch 925 isdisengaged from both the first-second range member 950 and third rangemember 955. With the second clutch 925 in this neutral position at thesecond shifting position, no mechanical power from the first electricmotor 210 is transferred to the drive shaft 125 of the vehicle 100 suchthat the second electric motor 215 supplies all of the power to thedrive shaft 125.

To shift to the third range position, the controller 110 via the secondclutch actuator 927 moves the second clutch 925 to a position where thesecond clutch 925 mechanically connects the third range member 955 tothe second clutch engagement member 945 such that the first electricmotor 210 again supplies power to the drive shaft 125. As compared tothe first and second range positions, the output from the first electricmotor 210 has a generally higher speed and lower torque because thepower from the first electric motor 210 does not pass through the thirdplanetary gear 922. At the same time, the clutch actuator 262 maintainsthe engagement of the clutch 260 between the clutch engagement member265 and second range member 275 at the third range position. The powersupplied by the second electric motor 215 can be reduced once the firstelectric motor 210 is engaged in the third range position. At the thirdrange position, both the first electric motor 210 and second electricmotor 215 again supply power to the drive shaft 125 via the first geartrain 220. Typically, but not always, the third range position is usedwhen the vehicle 100 is travelling at high speeds and/or under lowtorque requirement conditions.

Using the above-described technique and transmission 905, at least oneof the motors is always supplying power to the drive shaft 125 such thatno power interrupt occurs such as during shifting. Having thisuninterrupted power, any shifting will occur smoothly such that a driverand/or passenger of the vehicle 100 will generally not feel anysignificant power loss or jerking motion. Moreover, this technique andsystem allows higher speed electric motors, such as those designed forpassenger vehicles, to be used in heavy duty vehicles.

Glossary of Terms

The language used in the claims and specification is to only have itsplain and ordinary meaning, except as explicitly defined below. Thewords in these definitions are to only have their plain and ordinarymeaning. Such plain and ordinary meaning is inclusive of all consistentdictionary definitions from the most recently published Webster'sdictionaries and Random House dictionaries. As used in the specificationand claims, the following definitions apply to these terms and commonvariations thereof identified below.

“About” with reference to numerical values generally refers to plus orminus 10% of the stated value. For example if the stated value is 4.375,then use of the term “about 4.375” generally means a range between3.9375 and 4.8125.

“And/Or” generally refers to a grammatical conjunction indicating thatone or more of the cases it connects may occur. For instance, it canindicate that either or both of two stated cases can occur. In general,“and/or” includes any combination of the listed collection. For example,“X, Y, and/or Z” encompasses: any one letter individually (e.g., {X},{Y}, {Z}); any combination of two of the letters (e.g., {X, Y}, {X, Z},{Y, Z}); and all three letters (e.g., {X, Y, Z}). Such combinations mayinclude other unlisted elements as well.

“Axis” generally refers to a straight line about which a body, object,and/or a geometric figure rotates or may be conceived to rotate.

“Bearing” generally refers to a machine element that constrains relativemotion and reduces friction between moving parts to only the desiredmotion, such as a rotational movement. The bearing for example can be inthe form of loose ball bearings found in a cup and cone style hub. Thebearing can also be in the form of a cartridge bearing where ballbearings are contained in a cartridge that is shaped like a hollowcylinder where the inner surface rotates with respect to the outersurface by the use of ball or other types of bearings.

“Brake” generally refers to a device for arresting and/or preventing themotion of a mechanism usually via friction, electromagnetic, and/orother forces. Brakes for example can include equipment in automobiles,bicycles, or other vehicles that are used to slow down and/or stop thevehicle. In other words, a brake is a mechanical device that inhibitsmotion by absorbing energy from a moving system. The brake can be forexample used for slowing or stopping a moving vehicle, wheel, and/oraxle, or to prevent its motion. Most often, this is accomplished byfriction. Types of brakes include frictional, pressure, and/orelectromagnetic type braking systems. Frictional brakes for instance caninclude caliper, drum, and/or disc drakes. Electromagnetic brakingsystems for example can include electrical motor/generators found inregenerative braking systems.

“Clutch” generally refers to a device that engages and disengagesmechanical power transmission between two or more rotating shafts orother moving components. In one example, one shaft is typically attachedto an engine, motor, or other power source, which acts as the drivingmember, while the other shaft (i.e., the driven member) provides outputpower for work. While the motions involved are usually rotary motions,linear clutches are also used to engage and disengage components movingwith a linear or near linear motion. The clutch components can forinstance be engaged and disengaged through mechanical, hydraulic, and/orelectrical actuation. The clutches can include positive type clutchesand friction type clutches. Wet type clutches are typically immersed ina cooling lubrication liquid or other fluid, and dry clutches are notbathed in such liquids. Some non-limiting examples of clutches includecone clutches, centrifugal clutches, torque limiter clutches, axialclutches, disc clutches, dog clutches, and rim clutches, to name just afew.

“Contact” generally refers to a condition and/or state where at leasttwo objects are physically touching. For example, contact requires atleast one location where objects are directly or indirectly touching,with or without any other member(s) material in between.

“Controller” generally refers to a device, using mechanical, hydraulic,pneumatic electronic techniques, and/or a microprocessor or computer,which monitors and physically alters the operating conditions of a givendynamical system. In one non-limiting example, the controller caninclude an Allen Bradley brand Programmable Logic Controller (PLC). Acontroller may include a processor for performing calculations toprocess input or output. A controller may include a memory for storingvalues to be processed by the processor or for storing the results ofprevious processing. A controller may also be configured to accept inputand output from a wide array of input and output devices for receivingor sending values. Such devices include other computers, keyboards,mice, visual displays, printers, industrial equipment, and systems ormachinery of all types and sizes. For example, a controller can controla network or network interface to perform various network communicationsupon request. The network interface may be part of the controller, orcharacterized as separate and remote from the controller. A controllermay be a single, physical, computing device such as a desktop computeror a laptop computer, or may be composed of multiple devices of the sametype such as a group of servers operating as one device in a networkedcluster, or a heterogeneous combination of different computing devicesoperating as one controller and linked together by a communicationnetwork. The communication network connected to the controller may alsobe connected to a wider network such as the Internet. Thus a controllermay include one or more physical processors or other computing devicesor circuitry and may also include any suitable type of memory. Acontroller may also be a virtual computing platform having an unknown orfluctuating number of physical processors and memories or memorydevices. A controller may thus be physically located in one geographicallocation or physically spread across several widely scattered locationswith multiple processors linked together by a communication network tooperate as a single controller. Multiple controllers or computingdevices may be configured to communicate with one another or with otherdevices over wired or wireless communication links to form a network.Network communications may pass through various controllers operating asnetwork appliances such as switches, routers, firewalls or other networkdevices or interfaces before passing over other larger computer networkssuch as the Internet. Communications can also be passed over the networkas wireless data transmissions carried over electromagnetic wavesthrough transmission lines or free space. Such communications includeusing WiFi or other Wireless Local Area Network (WLAN) or a cellulartransmitter/receiver to transfer data.

“Controller Area Network” or “CAN” generally refers to a vehicle busstandard designed to allow microcontrollers, sensors, and/or otherdevices to communicate with each other in applications withoutnecessarily a host computer. CAN systems include a message-basedprotocol, designed originally for multiplex electrical wiring withinautomobiles, but is also used in many other contexts. A vehicle with aCAN system may normally, but not always, includes multiple ElectronicControl Units (ECUs) which can be also called nodes. These ECUs caninclude Engine Control Modules (ECMs) and Transmission Control Modules(TCMs) as well as other control units such as for airbags, antilockbraking/ABS, cruise control, electric power steering, audio systems,power windows, doors, mirror adjustment, battery and/or hybrid/electricrecharging systems, to name just a few. A CAN includes a multi-masterserial bus standard for connecting ECUs. The complexity of the ECU ornode can range from a simple Input/Output (I/O) device up to an embeddedcomputer with a CAN interface and software. The ECU or node can also actas a gateway allowing a general purpose computer to communicate over aninterface, such as via a USB and/or Ethernet port, to the devices on theCAN network. Each ECU usually, but not always, includes a centralprocessing unit, a CAN controller, and transceiver. The CAN systems canfor example include low speed CAN (128 Kbps) under the ISO 11898-3standard, high speed CAN (512 Kbps) under the ISO 11898-2 standard, CANFD under the ISO 11898-1 standard, and single wire CAN under the SAEJ2411 standard.

“Dog Clutch” generally refers to a type of positive clutch that couplesand decouples at least two rotating shafts or other rotating mechanicalcomponents by an interference type connection. The two parts of theclutch are designed such that one will push the other, thereby causingboth to rotate at the same speed with no (or very minimal) slippage.Typically, but not always, one part of the dog clutch includes a seriesof teeth or other protrusions that are configured to mate with anotherpart of the dog clutch that includes corresponding recesses forreceiving the teeth or protrusions. Unlike friction clutches that allowslippage, dog clutches are used where slip is undesirable and/or theclutch is not used to control torque. Without slippage, dog clutches arenot affected by wear in the same manner as friction clutches.

“Downstream” generally refers to a direction or relative location thatis the same as where power flows in a system.

“Eccentric” generally refers to having an axis located elsewhere than atthe geometric center of an object or relative an axis of another object.As one non-limiting example, when oriented in an eccentric manner, theobject has an axis of revolution displaced from the center of the object(or relative to another object) so that the object is capable ofimparting reciprocating motion. In other words, something is consideredeccentric when it is not placed centrally or does not have its axis orother part placed centrally.

“Electric Motor” generally refers to an electrical machine that convertselectrical energy into mechanical energy. Normally, but not always,electric motors operate through the interaction between one or moremagnetic fields in the motor and winding currents to generate force inthe form of rotation. Electric motors can be powered by direct current(DC) sources, such as from batteries, motor vehicles, and/or rectifiers,or by alternating current (AC) sources, such as a power grid, inverters,and/or electrical generators. An electric generator can (but not always)be mechanically identical to an electric motor, but operate in thereverse direction, accepting mechanical energy and converting themechanical energy into electrical energy.

“Electronic Control Unit (ECU)” or “Electronic Control Module (ECM)”generally refers to an embedded system in electronics of a vehicle thatcontrols one or more electrical systems and/or subsystems of thevehicle. Usually, but not always, ECUs communicate over a ControllerArea Network (CAN) and can act as nodes over the CAN. The complexity ofthe ECU or node can range from a simple Input/Output (I/O) device up toan embedded computer with a CAN interface and software. The ECU or nodecan also act as a gateway allowing a general purpose computer tocommunicate over an interface, such as via a USB and/or Ethernet port,to the devices on the CAN network. Each ECU usually, but not always,includes a central processing unit, a CAN controller, and a transceiver.These ECUs can for instance include Engine Control Modules (ECMs) andTransmission Control Modules (TCMs) as well as other control units suchas for airbags, antilock braking/ABS, cruise control, electric powersteering, audio systems, power windows, doors, mirror adjustment,battery and/or hybrid/electric recharging systems, to name just a few.By way of nonlimiting examples, types of ECUs can include ECMs, TCMs,Powertrain Control Module (PCMs), Brake Control Modules (BCMs or EBCMs),Central Control Modules (CCMs), Central Timing Modules (CTMs), GeneralElectronic Modules (GEMs), Body Control Modules (BCMs), and/orSuspension Control Modules (SCMs), to name just a few.

“Energy Storage System” (ESS) or “Energy Storage Unit” generally refersto a device that captures energy produced at one time for use at a latertime. The energy can be supplied to the ESS in one or more forms, forexample including radiation, chemical, gravitational potential,electrical potential, electricity, elevated temperature, latent heat,and kinetic types of energy. The ESS converts the energy from forms thatare difficult to store to more conveniently and/or economically storableforms. By way of non-limiting examples, techniques for accumulating theenergy in the ESS can include: mechanical capturing techniques, such ascompressed air storage, flywheels, gravitational potential energydevices, springs, and hydraulic accumulators; electrical and/orelectromagnetic capturing techniques, such as using capacitors, supercapacitors, and superconducting magnetic energy storage coils;biological techniques, such as using glycogen, biofuel, and starchstorage mediums; electrochemical capturing techniques, such as usingflow batteries, rechargeable batteries, and ultra batteries; thermalcapture techniques, such as using eutectic systems, molten salt storage,phase-change materials, and steam accumulators; and/or chemical capturetechniques, such as using hydrated salts, hydrogen, and hydrogenperoxide. Common ESS examples include lithium-ion batteries and supercapacitors.

“Fastener” generally refers to a hardware device that mechanically joinsor otherwise affixes two or more objects together. By way of nonlimitingexamples, the fastener can include bolts, dowels, nails, nuts, pegs,pins, rivets, screws, and snap fasteners, to just name a few.

“Gear Train” generally refers to a system of gears that transmit powerfrom one mechanical component to another. For example, a gear train caninclude a combination of two or more gears, mounted on rotating shafts,to transmit torque and/or power. As one non-limiting example, the geartrain for instance can include a planetary gearset.

“High Speed Motor” generally refers to a motor that has a maximum outputspeed of at least 5,000 rpm (rotations per minute) without the use ofgear trains or other similar equipment for boosting speed.

“Interchangeable” generally refers to two or more things that arecapable of being put and/or used in place of each other. In other words,one thing is capable of replacing and/or changing places with somethingelse. For example, interchangeable parts typically, but not always, aremanufactured to have nearly the same structural size as well as shapewithin normal manufacturing tolerances and have nearly the sameoperational characteristics so that one part can be replaced by anotherinterchangeable part. In some cases, the interchangeable parts can bemanufactured and/or sold by a specific company under the same part orStock Keeping Unit (SKU) identifier, and in other cases, differentcompanies can manufacture and/or sell the same interchangeable parts.

“Interruptible Connection” generally refers to a mechanical linkagebetween two mechanical components that has the ability to breakcontinuity during normal operation such that the components can bemechanically disconnected and reconnected if so desired. Whendisconnected, the components are unable to provide mechanical power toone another. The interruptible connection can include multiplecomponents such as multiple shafts and gears that engage with oneanother. The interruptible connection includes at least one mechanism,such as a clutch, that is designed to disconnect and reconnect themechanical linkage between the components during normal operation.

“Inverter” or “Power Inverter” generally refers to an electronic deviceand/or circuitry that at least converts direct current (DC) toalternating current (AC). Certain types of inverters can further includea rectifier that converts AC to DC such that the inverter and rectifierfunctions are combined together to form a single unit that is sometimesreferred to as an inverter. The inverter can be entirely electronic ormay be a combination of mechanical devices, like a rotary apparatus, andelectronic circuitry. The inverter can further include static typeinverters that do not use moving parts to convert DC to AC.

“Lateral” generally refers to being situated on, directed toward, orcoming from the side.

“Longitudinal” generally relates to length or lengthwise dimension of anobject, rather than across.

“Low Speed Motor” generally refers to a motor that has a maximum outputspeed of less than 5,000 rpm (rotations per minute) without the use ofgear trains or other similar equipment for boosting speed.

“Means For” in a claim invokes 35 U.S.C. 112(f), literally encompassingthe recited function and corresponding structure and equivalentsthereto. Its absence does not, unless there otherwise is insufficientstructure recited for that claim element. Nothing herein or elsewhererestricts the doctrine of equivalents available to the patentee.

“Motor” generally refers to a machine that supplies motive power for adevice with moving parts. The motor can include rotor and linear typemotors. The motor can be powered in any number of ways, such as viaelectricity, internal combustion, pneumatics, and/or hydraulic powersources. By way of non-limiting examples, the motor can include aservomotor, a pneumatic motor, a hydraulic motor, a steam engine,pneumatic piston, hydraulic piston, and/or an internal combustionengine.

“Optionally” means discretionary; not required; possible, but notcompulsory; left to personal choice.

“Original Equipment Manufacturer” or “OEM” generally refers to anorganization that makes finished devices from component parts boughtfrom other organizations that are usually sold under their own brand ina consumer or commercial market.

“Planetary Gear” or “Planetary Gearset” generally refers to a system ofat least two gears mounted so that the center of at least one gearrevolves around the center of the other. In other words, the planetarygear includes a system of epicyclic gears in which at least one gearaxis revolves about the axis of another gear. In one example, a carrierconnects the centers of the two gears and rotates to carry one gear,which is called a planet gear, around the other, which is commonlycalled a sun gear. Typically, but not always, the planet and sun gearsmesh so that their pitch circles roll without slip. A point on the pitchcircle of the planet gear normally traces an epicycloid curve. In onesimplified case, the sun gear is fixed and the one or more planet gearsroll around the sun gear. In other examples, an epicyclic gear train canbe assembled so the planet gear rolls on the inside of the pitch circleof a fixed, outer gear ring, or ring gear, that is sometimes called anannular gear. In this case, the curve traced by a point on the pitchcircle of the planet gear is a hypocycloid. A planetary gear istypically used to transfer large torque loads in a compact form.

“Positive Clutch” generally refers to a type of clutch that is designedto transmit torque without slippage such as through a mechanicalinterference type connection. Some examples of positive clutches includejaw clutches (e.g., square or spiral jaw clutches) and dog clutches.

“Powertrain” generally refers to devices and/or systems used totransform stored energy into kinetic energy for propulsion purposes. Thepowertrain can include multiple power sources and can be used innon-wheel-based vehicles. By way of non-limiting examples, the storedenergy sources can include chemical, solar, nuclear, electrical,electrochemical, kinetic, and/or other potential energy sources. Forexample, the powertrain in a motor vehicle includes the devices thatgenerate power and deliver the power to the road surface, water, and/orair. These devices in the powertrain include engines, motors,transmissions, drive shafts, differentials, and/or final drivecomponents (e.g., drive wheels, continuous tracks, propeller, thrusters,etc.).

“Rated Continuous Power” or “Continuous Rated Power” generally refer toan amount of energy or work provided per unit of time (i.e., power) anelectric motor will produce without interruption for a rated speed, at arated torque, and at a rated voltage for the electric motor. In otherwords, the rated continuous power is usually the power that the electricmotor can produce for a long period of time at the rated speed and therated torque without damaging the electric motor.

“Rated Operating Speed” or “Rated Speed” generally refers to a velocity(i.e., speed) an electric motor will rotate when producing a ratedcontinuous power at a supplied rated voltage for the electric motor.Typically, but not always, the rated operating speed is measured interms of Revolutions Per Minute (rpm). Generally speaking, the ratedoperating speed is the prescribed rpm at which the motor operates,keeping the mechanical stability and efficiency of the electric motor inmind. The rated voltage and rated horsepower respectively refer to themaximum voltage and horsepower (hp) where the motor can operateefficiently without being damaged. The value for the rated operatingspeed will be slightly less than a synchronous speed of the electricmotor due to a decrease in speed caused by adding a load (i.e., slip orspeed loss). For instance, most alternating current (AC) inductionmotors with synchronous speeds of 1800 RPM will have normally have ratedspeeds ranging between about 1720 and about 1770 RPM depending on theamount of slip. Some newer high or energy-efficient electric motors willtend to have rated operating speeds towards a higher end of the range.

“Rated Continuous Torque” or “Continuous Rated Torque” generally referto a magnitude of twisting force, or torque, an electric motor willproduce without interruption for a rated speed and at a rated voltagefor the electric motor. In other words, the rated continuous torque isusually a torque that the electric motor can output for a long period oftime at the rated speed without damaging the electric motor. Typically,this value is generated close to the maximum speed of the motor.

“Resolver” generally refers to a type of rotary sensor for measuring thedegree of rotation, velocity, and/or acceleration of a rotary typedevice. In one example, the resolver includes a rotary electricaltransformer used for measuring degrees of rotation such as in anelectric motor, an electric generator, and/or a transmission. Theresolver can include analog or digital type electrical devices. Theresolver can be in the form of a two-pole type resolver or a multi-poletype resolver. Some other types of resolvers include receiver typeresolvers and differential type resolvers.

“Rotor” generally refers to a part or portion in a machine that rotatesin or around a stationary part, which is commonly referred to as astator. The rotor is the moving or rotating part of a rotary system,such as found in electric generators, electric motors, sirens, mudmotors, turbines, and/or biological rotors. In one particularnon-limiting example, the rotor includes the rotating portion of anelectric generator and/or motor, especially of an induction motor.

“Selectable One-Way Clutch” (SOWC) generally refers to a type of clutchthat is able to be controlled to lock in at least one rotationaldirection. One-way clutches are usually (but not always) designed totransfer torque or lock when rotated in one direction and to allowrotational movement or free-wheel when rotated in the oppositedirection. The SOWC is a type of one-way clutch that can be used tocontrol when and/or in which direction the rotational motion is lockedor able to rotate freely. By way of a non-limiting example, the SOWC canbe activated to lock so as to transfer torque when torque is applied inone rotational direction and facilitate free-wheel or slipping movementin the opposite rotational direction. In other variations, the SOWC canbe controlled at times to facilitate free-wheel motion in bothrotational directions or locked to allow torque transfer in bothrotational directions. Alternatively or additionally, the SOWC can becontrolled to switch or change the locked and freewheel rotationaldirections. For example, the SOWC under one operating condition can belocked when rotated in a counterclockwise and free-wheel spin in theclockwise direction, and under other conditions, the SOWC can beswitched so that the SOWC is locked in the clockwise direction andfreewheel spin in the counterclockwise direction. Some non-limitingexamples of SOWC designs include roller, sprag, spiral, and mechanicaldiode type designs. The SOWC can be controlled or actuated in a numberof ways such as through mechanical and/or electrical actuation. Forinstance, the SOWC can be actuated with hydraulic, pneumatic, and/orelectrical type actuators to name just a few.

“Sensor” generally refers to an object whose purpose is to detect eventsand/or changes in the environment of the sensor, and then provide acorresponding output. Sensors include transducers that provide varioustypes of output, such as electrical and/or optical signals. By way ofnonlimiting examples, the sensors can include pressure sensors,ultrasonic sensors, humidity sensors, gas sensors, motion sensors,acceleration sensors, displacement sensors, force sensors, opticalsensors, and/or electromagnetic sensors. In some examples, the sensorsinclude barcode readers, RFID readers, and/or vision systems.

“Stator” generally refers to a stationary part or portion in a machinein or about which a rotating part revolves, which is commonly referredto as a rotor. The stator is the stationary part of a rotary system,such as found in electric generators, electric motors, sirens, mudmotors, turbines, and/or biological rotors. In one particularnon-limiting example, the stator includes the stationary portion of anelectric generator and/or motor, especially of an induction motor.

“Substantially” generally refers to the degree by which a quantitativerepresentation may vary from a stated reference without resulting in anessential change of the basic function of the subject matter at issue.The term “substantially” is utilized herein to represent the inherentdegree of uncertainty that may be attributed to any quantitativecomparison, value, measurement, and/or other representation.

“Symmetric” or “Symmetrical” generally refer to a property of somethinghaving two sides or halves that are the same relative to one another,such as in shape, size, and/or style. In other words, symmetricdescribes something as having a minor-image quality.

“Synchronizer” or “Synchronizer Mechanism” (“Synchromesh”) generallyrefer to a device that includes a cone clutch and a blocking ring whichbrings the speeds of a gear and a gear selector to the same speed usingfriction. In one example, before the teeth of the gear and gear selectorcan engage, the cone clutch engages first which in turn brings the gearselector and gear to the same speed using friction. Untilsynchronization occurs, the teeth of the gear and the gear selector areprevented from making contact by the blocking ring. When synchronizationoccurs, the friction on the blocking ring is relieved and the blockingring twists slightly. With this twisting motion, grooves or notches arealigned that allow further passage of the gear selector which brings theteeth together.

“Synchronous Speed” generally refers to a theoretical speed where anelectrical motor can be operated based on the electrical parameters ofthe motor. Generally speaking, the synchronous speed is not achieved inreality. For an alternating current (AC) motor, the synchronous speed isdependent on the number of poles in the motor and the line frequency ofthe power supply to the motor. The synchronous speed for an AC motor canbe represented by the following equation:

Synchronous Speed=120×power supply line frequency(Hertz)/number of polesin the AC motor.

“Transmission” generally refers to a power system that providescontrolled application of mechanical power. The transmission uses gearsand/or gear trains to provide speed, direction, and/or torqueconversions from a rotating power source to another device.

“Transverse” generally refers to things, axes, straight lines, planes,or geometric shapes extending in a non-parallel and/or crosswise mannerrelative to one another. For example, when in a transverse arrangement,lines can extend at right angles or perpendicular relative to oneanother, but the lines can extend at other non-straight angles as wellsuch as at acute, obtuse, or reflex angles. For instance, transverselines can also form angles greater than zero (0) degrees such that thelines are not parallel. When extending in a transverse manner, the linesor other things do not necessarily have to intersect one another, butthey can.

“Uninterrupted Connection” generally refers to a mechanical linkagebetween two mechanical components without any break in continuity suchthat mechanical force can be transmitted on a continuous basis if sodesired. The uninterrupted connection does not require a unitaryconnection such that the uninterrupted connection can include multiplecomponents such as multiple shafts and gears that engage with oneanother. The uninterrupted connection lacks mechanisms or otherstructures, such as clutches, that are designed to disconnect andreconnect the mechanical linkage between the components during normaloperation. It should be recognized that the uninterrupted connection canoccasionally have accidental breakages that disconnect the components,but the design of the uninterrupted connection is not designed tofacilitate such breakages and resulting disconnections.

“Upstream” generally refers to a direction or relative location that isopposite from where power flows in a system.

“Vehicle” generally refers to a machine that transports people and/orcargo. Common vehicle types can include land based vehicles, amphibiousvehicles, watercraft, aircraft, and space craft. By way of non-limitingexamples, land based vehicles can include wagons, carts, scooters,bicycles, motorcycles, automobiles, buses, trucks, semi-trailers,trains, trolleys, and trams. Amphibious vehicles can for example includehovercraft and duck boats, and watercraft can include ships, boats, andsubmarines, to name just a few examples. Common forms of aircraftinclude airplanes, helicopters, autogiros, and balloons, and spacecraftfor instance can include rockets and rocket-powered aircraft. Thevehicle can have numerous types of power sources. For instance, thevehicle can be powered via human propulsion, electrically powered,powered via chemical combustion, nuclear powered, and/or solar powered.The direction, velocity, and operation of the vehicle can be humancontrolled, autonomously controlled, and/or semi-autonomouslycontrolled. Examples of autonomously or semi-autonomously controlledvehicles include Automated Guided Vehicles (AGVs) and drones.

The term “or” is inclusive, meaning “and/or”.

It should be noted that the singular forms “a,” “an,” “the,” and thelike as used in the description and/or the claims include the pluralforms unless expressly discussed otherwise. For example, if thespecification and/or claims refer to “a device” or “the device”, itincludes one or more of such devices.

It should be noted that directional terms, such as “up,” “down,” “top,”“bottom,” “lateral,” “longitudinal,” “radial,” “circumferential,”“horizontal,” “vertical,” etc., are used herein solely for theconvenience of the reader in order to aid in the reader's understandingof the illustrated embodiments, and it is not the intent that the use ofthese directional terms in any manner limit the described, illustrated,and/or claimed features to a specific direction and/or orientation.

While the invention has been illustrated and described in detail in thedrawings and foregoing description, the same is to be considered asillustrative and not restrictive in character, it being understood thatonly the preferred embodiment has been shown and described and that allchanges, equivalents, and modifications that come within the spirit ofthe inventions defined by the following claims are desired to beprotected. All publications, patents, and patent applications cited inthis specification are herein incorporated by reference as if eachindividual publication, patent, or patent application were specificallyand individually indicated to be incorporated by reference and set forthin its entirety herein.

Reference Numbers 100 vehicle 260 clutch 105 powertrain system 261 dogclutch 110 controller 262 clutch actuator 115 ESS 265 clutch engagementmember 120 CAN 270 first range member 125 drive shaft 275 second rangemember 130 propulsion system 400 electric powertrain 135 wheels 405transmission 140 power cables 500 electric powertrain 200 electricpowertrain 505 transmission 205 transmission 510 second output shaft 210first electric motor 515 intermediate output shaft 212 first inverter520 intermediate gear train 215 second electric motor 525 intermediateplanetary gear 217 second inverter 530 intermediate sun gear 220 firstgear train 535 intermediate planet gear 225 second gear train 540intermediate ring gear 230 first planetary gear 545 intermediate carrier231 first sun gear 600 electric powertrain 605 transmission 232 firstplanet gears 625 second gear train 233 first ring gear 635 secondplanetary gear 235 second planetary gear 636 second sun gear 236 secondsun gear 637 second planet gears 237 second planet gears 638 second ringgear 238 second ring gear 645 second output shaft 239 housing 655 secondcarrier 240 first output shaft 660 SOWC 245 second output shaft 662clutch actuator 250 first carrier 665 clutch 255 second carrier 670clutch actuator 675 dog clutch 680 clutch engagement member 685 rangemember 800 electric powertrain 805 transmission 900 electric powertrain905 transmission 907 module 910 third gear train 915 first output shaft920 first connector shaft 922 third planetary gear 925 second clutch 927second clutch actuator 928 third sun gear 930 inner planet gears 935outer planet gears 938 third ring gear 940 third carrier 945 secondclutch engagement member 950 first-second range member 955 third rangemember

What is claimed is:
 1. A powertrain system, comprising: an output; afirst electric motor connected to the output; a second electric motorconnected to the output; at least two planetary gears; a clutch, whereinthe clutch includes a one-way clutch; wherein the second electric motoris configured to supply power to the output via the planetary gears andthe clutch; wherein the at least two planetary gears and the clutch arelocated downstream from the first electric motor and the second electricmotor; and wherein the first electric motor and the second electricmotor are connected to the output via a three-speed gear trainarrangement.
 2. The powertrain system of claim 1, wherein the firstelectric motor has an uninterrupted connection to the output and thesecond electric motor has an interruptible connection to the output. 3.The powertrain system of claim 1, wherein the second electric motor isconnected to the output via a two-speed gear train arrangement.
 4. Thepowertrain system of claim 1, further comprising: a first gear trainconnected to the output.
 5. The powertrain system of claim 4, whereinthe first gear train includes a first planetary gear.
 6. The powertrainsystem of claim 5, wherein: the first planetary gear includes a sungear, a ring gear surrounding the sun gear, and one or more planet gearsengaged between the sun gear and the ring gear; and the first planetarygear is configured to reduce output speed of the first electric motor tothe output.
 7. The powertrain system of claim 4, further comprising: asecond gear train connects the second electric motor to the output. 8.The powertrain system of claim 7, wherein the second gear train includesa second planetary gear.
 9. The powertrain system of claim 8, wherein:the second planetary gear includes a sun gear, a ring gear, and one ormore planet gears engaged between the sun gear and the ring gear; thesecond planetary gear has a carrier that is coupled to the first geartrain; and the ring gear surrounds the carrier.
 10. The powertrainsystem of claim 9, further comprising: a clutch actuator configured toengage and disengage the one-way clutch with the ring gear.
 11. Thepowertrain system of claim 10, wherein the one-way clutch includes aSelectable One-Way Clutch (SOWC).
 12. The powertrain system of claim 10,further comprising: a first output shaft connected to the first electricmotor; a second output shaft connected to the second electric motor; andwherein the first output shaft extends through the second output shaftin a concentric manner.
 13. The powertrain system of claim 12, furthercomprising: wherein the carrier has a clutch engagement member; whereinthe second output shaft has a range member; and a dog clutch configuredto connect and disconnect the clutch engagement member and the rangemember.
 14. The powertrain system of claim 7, wherein the clutch isconfigured to shift gears in the second gear train.
 15. The powertrainsystem of claim 7, wherein the first gear train, the second gear train,and the clutch are all located between the second electric motor and theoutput.
 16. The powertrain system of claim 15, wherein the clutch islocated between the first gear train and the second gear train.
 17. Thepowertrain system of claim 15, wherein the clutch is located between thesecond electric motor and the second gear train.
 18. The powertrainsystem of claim 1, wherein the one-way clutch includes a SelectableOne-Way Clutch (SOWC).